Apparatus for automatically stopping railroad-trains.



PATENTED JAN. 26, 1904.

APELIU ATIOK FILED APR. 8, 1903.

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No. 750,310. PATENTED JAN. 26, 1904.- H. G. SEDGWIGK. APPARATUS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS.

APPLIOATIOK FILED APR. 8. 1903.

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PATBNTED JAN. 26, 1904.

AIPLIOATIOl-IILED APR. 8. 1903.

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'PATENTED JAN. 26, 1904.

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v H. G. SEDGWIOK. APPARATUS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS.

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Patented January 26, 1904.

l-llRAM Gr. SEDGWIOK, OF BROOKLYN, NEIV YORK.

APPARATUS FOR AUTOMATICALLY STOPPING RAILROAD-TRAINS.

SPECIFICATION forming part of Letters 1? atent No. 750,310, dated January 26, 1904.

Application filed April8,1903. Serial No. 151,664. (No model.)

To all whom it may concern:

Be it known that I, Hraau G. Snnowiok, a citizen of the United States, residing in the borough of Brooklyn, county of Kings, city and State of New York, have invented certain new and useful Improvements in Apparatus for Automatically Stopping Railroad-Trains, of which the following is a specification, reference being had therein to the accompanying drawings, in which-- Figure 1 is a rear elevation of the stopbox, the adjacent railroad-rail being shown in section; Fig. 2, a vertical sectional view taken on the line H II of Fig. 6; Fig. 3, a vertical sectional view taken on the line ITI 111 of Fig. 6, showing one simple form of the stop-box mechanism; Fig. 4, a detail view showing the actuating-arm depressed by a car-wheel, the valve-operating arm being shown in its vertical or operative position; Fig. 5, a front view of the parts shown in Fig. 4; Fig. 6, a vertical sectional view taken on the line VI VI of Fig. 3; Fig. 7, a detail vertical sectional view of the means for rewinding the motor; Figs.

. 8 and 9, detail views of the setting-levers and the presscr-bar actuated thereby; Fig. 10, a vertical sectional view similar to Fig. 3, but showing a complete arrangement of the stopbox mechanism; Fig. 11, a vertical sectional view showing means for locking the stop-box in its set position; Fig. 12, a diagrammatic view of a single-track railway ,with the stopboxes applied thereto; Fig. 13, a detail view showing the means of releasing the mechanism of one box through the apparatus of the box on the opposite side of the track; Fig. 14, a diagrammatic view showing the invention applied to protect trains on a curve of a single-track railroad; Fig. 14:", a detail showing the means whereby the mechanism of the stopbox at the rear is released when the train reaches the next stop-box ahead; Fig. 15, a vertical sectional view taken on the line XV XV of Fig. 10; Fig. 16, a detail sectional view showing mechanism for operating and releasing the pull-bar. Figs. 17 and 18 show the invention arranged to prevent trains approaching broken bridges or culverts; Figs. 12) and 20, detail views illustrating the trainstopping mechanism carried by the train; Fig.

21, a detail diagrammatic view of one of the setting-levers connected to a semaphore-operating lever; Fig. 22, a similar view showing the presscr-bar connected to a semaphore in such manner that when the presser-bar is in its set position thesemaphore will be displayed; Fig. 23, a similar view showing one of the setting-levers connected to a switch through a lever in such manner that when the switch is open the presser-bar will be set; Fig. 24, a diagrammatic view showing another application of my invention; Fig. 25, a sectional view showing the form of stop-box apparatus I adapted for use in the arrangement shown in Fig. 24; Fig. 26, a detail of a portion of the mechanism used in the form of box shown in Fig. 25; Fig. 27, a diagrammatic view showing an arrangement of the stop-box wherein the box ahead on the opposite side of the track is locked in its set position, the actuatin g-box remaining set for a predetermined period and then automatically returning to its normal position; Fig. 28, a vertical sectional view showing the mechanism as arranged for use in this arrangement of the boxes.

The main objects of this invention are as follows: first, to provide an apparatus to be placed at a llxed point and to act in conjunction with a train-stopping mechanism on a train and to be brought into operative position by a moving train to protect a portion of the track, and thereby prevent a train titted with thetrain-stopping mechanism passing the protected point; second, to provide an automatic train-stopping apparatus to protect a train from onefollowing for a given period of time, themcchanism of the apparatus being such that should the following train reach it while it is set said train will be automatically stopped; third, to provide means whereby the passing train will not only operate the apparatus, but will wind either a spring or weight motor for actuating the apparatus; fourth, to provide means to prevent the overwinding of the motor; fifth, to provide an apparatus wherein the passing train will not only protect itself from a following train, but will set an apparatus located at a distance ahead, thereby protecting itself from a train approaching on the same track, and in lOC this form of the device the apparatus may be set for a given period of time or until its release by the train; sixth, to provide an apparatus that may be set at culverts or bridges and connected thereto in such manner that should the culvert or bridge be broken or washed away the apparatus will be set and will remain set until released by hand, whereby a train approaching the broken bridge or culvert from either direction will be automatically stopped.

Other and equally important objects will appear hereinafter.

This invention is designed for use, preferably, in connection with that class of safety stop devices covered by my former application, serially-numbered 137,129, filed December 30, 1902, in which the brakes are automatically applied by venting the train-pipe by means of a valve-opening device located on the roadbed, this device being adapted in that application to be adjusted to its set position to stop the train either automatically by the operation of a switch orsignal orother track appliance or by simple means unconnected with other appliances.

in the present application the invention re-- lates particularly to the road-bed appliances, no change being made in the venting devices except to m-eferably arrange their valve-arms horizontally instead of vertically.

Referring to the various parts. by numerals, 1 designates a stop-box, within which is contained the main portion of the apparatus. Mounted in this box and extending out through the side thereof nearest the track is a horizontal roek-sha ft 2, on the outer end of which is rigidly mounted an actuating-arm 3, which extends upward close to the outer edge of the rail, its upper end projecting above the tread of the rail a suitable. distance. Surrounding this rock-shaft, oneof its ends being secured to said shaft and its otherend being secured to a stationary part, is astrongcoil-spring 4, which normally maintains the actuating-urm vertical. Within the stop-box 1 the rock-shaft 2 is provided with an upward-extending motorwinding arm 5, which is connected by a rod 6 with the depending longer arm of a pawl 7, this pawl being pivoted to a depending arm 8, loosely mounted on a horizontal shaft 9. On this shaft 1) is loosely mounted a ratchetwheel 10, which bears againsta disk 1 1, formed integral withsaid shaft. A spring-washer 12 bears against said ratchet-wlusel and forces it againstthe disk 11 with considerable force, said spring-wasluubeing rigidly connected to the shaft 9. The shorter arm of the pawl 7 engages this ratchet-wlwel when the arm is moved by a passing train in the direction of the arrow in Fig. 2, and the shaft 1) is thereby partially rotated. When the arm 5 returns to its normal position, the pawl T is disengaged from the ratehet-whtail by means of the spring IB-to leave the shaft 1) free to be rotated. A

spring 14, connected to the depending pawlcarrying arm 8, returns said arm to its normal position when the arm 5 is at rest. Secured to the shaft 9 is one end of a clock-spring 15, the other end of said spring being connected to a stationary barrel 16, supported from the casing 1 by a hanger 16*. The large gear 17 is rigidly mounted on the shaft 9, which shaft is rotated by the spring 15. Connected to the gear 17 is a gear-train which actuates the governor-fan 18 and also rotates ata slow speed the driving-gear 19. This gear 19 meshes with a similar gear 20, mounted on the main shaft 21 of the apparatus.

The object of loosely mounting the ratchetwheel on the shaft 9 and forcing it against the disk 11 by means of the spring frictionwasher 12 is to prevent the overwinding of the gear-train driving-spring 15. It is obvious that as soon as the tension on said spring has reached the desired point the ratchetwheel will slip on the shaft, and thereby prevent overwinding of said spring. Any suitable stop mechanism to prevent the rotation of the shaft 9 when the proper tension of spring is secured may be employed, if desired. Without the slip-ratchet overwinding would be caused by the passing of exceedingly-long trains, by which the actuating-lever 3 would be depressed many times.

Of course I do not wish to limit myself to the use of a spring-motor, as a weight or other suitable motor may be utilized, if desired, and any suitable form of governor device may be used instead of the fan-governor 18.

Mounted on the main shaft 21, adjacent to the gear 20, is a timing-disk 22, in the periphery of which is formed a radial notch 23. livoted on the side of the casing is an arresting dog or pawl 24, whose forward end is formed with a depending finger 25, adapted to normally drop into the radial slot in the timing-disk. This arresting-dog carries an arm 26, whose upper end is adapted to extend into the path of the fan 18 when linger 25 is in notch 23 and normally hold said fan against rotation and through it stop the motor.

On the lower edge of the dog 24, about midway its ends, is a cam 27, which is adapted to he engaged by cam 28 on the upper edge of a reciprocable push-rod 29, mounted in suitable bearings and normally maintained in its rearward position by a spring 30. Formed on this push-rod near its rear end is a depending arm 31, the rear edge of which is adapted to be engaged by an upward-extending arm or crank 32 on shaft 2 when the actuating-arm 3 is depressed by the wheels of a passing train. When this crank 32 is swung forward, it contacts with the arm 31 and forces the rod 21) forward and the cam 28 contacting with the depending cam 27 on the arm .24 raises the finger 25 from the notch of the timing-disk and lifts the arm 26 away from the governor-fan 18, thereby freeing the geartrain and permitting the timing-disk to be retated in the direction indicated by the arrow in Fig. 3.

On the main shaft 21, adjacent to the timing-disk .22, is a setting-cam 33, formed with the radial shoulder 3t. This cam is adapted to force rearward a presser-bar 3 t", the forward end of this bar bearing against the periphery of the cam. The rear end of this presserbar is cut out at 3 t on its upper side, so that in its normal forward. position it will ermit the short crank-arm 36, mounted on the rock-shaft 2, to pass without contacting therewith. Below the main rock-shaft2 is mounted a horizontal rock-shaft 37', which is parallel with the shaft 2 and whose outer end extends under the adjacent rail of the railroad-track and is provided ata point between the rails with a contact-arm 38, which acts in the present instance as a valveopening arm and which normally lies in a horizontal posit n close to the road-bed. \Vithin the stop box or casingl this rock-shaft 37 is provided with a locking cam or disk 39, and this disk is formed with a radial locking-shoulder 40, against which the forward end of the lower arm 41 of a trigger 42 abuts when the valve actuating, or contact arm is in its horizontal osition, as clearly shown in Fig. 3 of the drawings. The upper end of the trigger lies close to the lower edge of the presser-bar 3-t and directly below the rock-shaft 2. Surrounding the shaft 37 is a strong coil-spring 9,, one of whose ends is rigidly secured to the rock-shaft, its other end being connected to a stationary part. This spring normally tends to maintain the valve-actuating arm 38' in a vertical position. The arm 41, bearing at its forward end against the shoulder on the disk 39, locks said arm in its horizontal position and holds it against the action of the spring 43. The cam 33 is formed with the smaller concentric part 33, so that when the timing-disk is released by the movement of the reciprocable push-bar 2f) the cam 33 will make about one-fourth of a revolution and will then force the presser-bar rearward, bringing the enlarged part thereof over the trigger and directly under the crank 36 on the main rock-shaft 2. The main shaft 21 will rotate quite slowly, so that the actuating train of cars will have ample time to pass the arm 3 before the presser-bar is moved by the cam 33. This presser-bar will then be maintained in its rearward or set position during the remainder of the revolution of the setting-cam and the timing-disk, this period being determined by the speed of the timing-disk. This speed may be regulated so that the pressor-lau' will be held in its set position for any desired number of minutes, referably five or six. by this means the actuating railrmul-train will be protected from a following train from the time the presserbar is set until it is forced forward to its normal position by the spring 35", when the cam 33 has completed its revolution and the timing-disk has been arrested by the finger 25 dropping into the radial notch 23, and thereby permitting arm 26 to engage and stop fan 18. Should the followin train, however, reach the set apparatus during the rotation of the timing-disk and after the presser-bar has been set, the depression of the wheel-actuated arm 3 would cause the crank 36 to contact with the presser-bar 3i, and thereby depress the trigger 42, releasing the rock-shaft 37 and permitting the spring 43 to throw the valve-actuating arm 38 into its vertical operative position. The upper end of this arm will then be in position to contact with the horizontal arms 44 of the train-stopping mechanism on the train, thereby bringing the train to a standstill. This valve-actuating arm will remain in its upright position until it is forced to its horizontal position by a member of the crew of the stepped train, and the triggerarm 41 is forced by its spring 41 to engage the shoulder on the locking-disk 39.

It will be noted that the valve-actuating arm 38 is released by the first wheel depressing the actuating-arm 3 and that therefore the pilot of the locomotive will have passed said valveoperating arm before it is brought to its vertical position. This permits the pressure-releasing valves on the train or other trainstopping mechanism to be located above the lower edge of the engine-pilot, and consequently out of the reach of snow and other obstructions, which may pass under the pilot. (See Fig. 19.) The spring 43 is strong enough to maintain the arm 38 vertical during the operation of opening the pressure-releasing valves on the train; but should a train back over the apparatus, the locomotive being at the rear end thereof, the pilot of the locomotive would merely depress the valve-actuating arm against the tension of its spring and pass over it without in any way injuring it or disarranging the apparatus.

The apparatus just described is designed to protect a train from a following train during a given period of timethat is, during the rotation of the timing-disk-this form of the invention being especially adapted for use on double-track railroads, although it is capable of use on single-track roads.

As stated, I prefer to use this apparatus in conjunction with the automatic train-stopping mechanism shown and described in my application, Serial No. 137, 129, filed on the 30th day of December, 1902, as shown in Figs. 19 and 20 of the drawings; but it is to be understood that l mayuse itwith any other suitable form of train-stepping mechanism adapted to be mounted upon a train. It will of course be obvious that this train-stopping mechanism may be a la'ake-applyiug mechanism or means for exhausting the steam from the locomotive-boiler or if the device is applied to an electrically-prepelled train it may be a suitable switch-operating mechanism whereby the circuit will be broken and motor stopped or the brakes applied. It will therefore be seen that I contemplate the use, in conjunction with my road-bed apparatus, of any suitable form of train-stopping mechanism that might be caused by a movingtrain and automatically operated by what I call my contact-arm or valve-operating arm 38. 1t will also be observed that this apparatus may be used with advantage to simply sound an alarm on the train to be stopped, and thereby warn some member of the train crew to apply the brakes. 1 therefore wish it distinctly understood that where I use the expression train-stopping mechanism or similar expressions in the claims I do not intend to limit myself to the use of automatic train-stopping devices, although, as stated, my invention reaches its highest utility in connection with such automatic means.

I will now proceed to describe the apparatus as applied to asingle-track railroad where it is necessary that. the moving train be protected not only from a following train, but from an approaching train. Referring to Fig. 10 of the drawings, it will be noted that the main rock-shaft 2 is provided with a long depending crank-arm45, which engages atits lower end a reciprocable horizontal drag-bar 46, which carries at its forward end a pivoted pawl 47. As the rock-shaft 2 is operated through the wheel-actuated arm 3 the crankarm 45 will be vibrated and the drag-rod 46 thereby reciproeated. I.)u ring each rearward movement of said rod the pawl 47 engages a ratclwt-wheeHS, mounted on theshafttl, and partially rotates the same. Mounted on the shaft of the ratchet-wheel is a small pinion 50, which engages a rack formed on the upper edge of a horizontal pull-bar 51. livoted on this pull-bar is a locking-dog 52, formed with the locking-teeth 53, which engage a lixed stop M, a spring holding said teeth in engagement with said step. The operation of this mechanism is obvious. When the crankarm 4;) vibrates, (one reciprocation being caused by each wheel that passes overarm 3, the pawl 47 will intermittently rotate the ratchet-wheel 48, and the pinion 50 will force the pull-bar 51 rearward, thereby causing the locking-dog to snap under the stop 54 and hold the pull-bar in its rearward position. livoted on theside of the pull-bar. at the forward end of the rack thereof, is a pivoted pawl 51.3, whielnvlien the pull-bar is in its rearward position is directly below the pinion and permits said pinion to rotate without moving the pull-bar. Above the pull-bar is mounted a sliding release-harm, which is formed with an upward-extemling vertical arm 58. This arm 58 bears on the forward side of a release-cam 59, which is mounted upon the main shaft21. This releasecam is cut out at (50, said cut-out portion, when the cam is at rest or in its normal position. being just below the upper end of the arm 58, so that when said cam begins to rotate the arm 58 will be permitted almost immediately to move rearward into the cut-out portion of the cam, said arm and the bar 57 being moved by a suitable spring 57. \Vhen the release-bar is thus moved rearward, its rear end will project just under a vertical hammer 61 and just over the looking-bar 52, as shown in Fig. 16. \Vhen the parts are in this position and the shaft 2 is rocked, a strikin g-arm 62 thereon will contact with the upper end of the hammer and depress it, causing the release-bar to strike the locking-bar 52 and release said bar from the stop 54 and permit the pull-bar 51 to be drawn forward by a spring, as will be hereinafter described.

Referring now to Fig. 12 of the drawings, it will be seen that in applying this. device to a single-track railroad the stop-boxes are placed on both sides of the track, those on one side being what I shall term, for convenience, west-bound boxes. these boxes being designated by the letters \V. 13., while the boxes on the otherside will be referred to as eastbound boxes and are desi nated by the letters E. B. The arrows indicate the direction of the trains affecting the east-bound and westbound boxes, respectively. Referring to the W. B. boxes, it will be noted that to the forward end of the pull-bar 51 of each box is connected a wire 63,which extends across the track and to the E. B. box ahead. The forward end of this wire is connected to the rear end of a sliding trip-bar 64, mounted in the upper part of said boxes. (See Fig. 10.) It will of course be understood that the E. B. ant W. B. boxes are identical in every way except that they are reversed, the actuating-levers of the E. B. boxes being merely depressed by the west-bound trains without affecting the mechanism in said boxes. The rearward movement of the pull-bar 51 in the W. B. box draws outward the trip-bar (it of the E. B. box against the tension of a spring (35, which is connected to said bar. This trip-bar is provided with an upward-extendingeam 66, which is adapted, when said bar is released, to engage under a lug (57, formed on the upwardextending arm 26 of the arresting-dog .24. \Vhen the parts are in this condition and a westbound train passes the W. B." box at the right-hand end of Fig. 12 and releases the. shaft 21 therein. the release-bar 57 will be immediately moved inward under the hammer 1 and the pull-bar will be released by thedeseent of the hammer, as previously described. As soon as this bar is released the spring ()5 of the E. B. box at the left-hand end of Fig. 12 will innnediately force inward the trip-bar (34 of the said E. B. box and cam (56 will lift the arresting-pawl and permit the shaft .21 of said E. B." box to rotate. It will thus be seen that the timing-disks in both the W.

B. box which the west-bound train has just passed and the E. B. box which said train is approaching are now both operating and that the pressure-bars 34. of these boxes have been forced over the triggers 42 to their set positions and that a following train cannot pass the \V. B." box or an east-bound train bass the E. B. box. it will thus be seen that during the rotation of the timingdisks of these boxes that portion of the track between said boxes is protected.

It will be noted that the release-cam 59 will permit. the release-bar 57 to be moved rearward'under the hammer 61 as soon as the shaft 21 begins to rotate and that, therefore, the pull-bar will be released practically at the moment that the wheels of the locomotive depress the actuating-arm 3 and that the subsequent operation f'the actuating-lever by the wheels of the cars will again draw the pullbar rearward, the latch-bar 52 holding it in this rearward position until the next west-bound train releases it. This rearward movement of the pull-bar will again draw out the tripbar (34 of the E. B. box and withdraw the cam 66 from under the lug 67, so that the arm 26 on the arresting-dog 24 may drop down and engage the fan, and thereby arrest the movement of the timing-disk when said disk has completed its revolution.

An east-bound train will actuate the I). B. box. and through its pull-bar 51 and wire 63 the W. B." box ahead will be set in operation in exactly the same manner as described with respect to the \V. B. box.

In Fig. 14 the apparatus is shown as arranged to protect trains on curves in a singletrack railroad. The construction and operation of the boxes as there arranged are exactly as shown and described with respect to the arrangement shown in Fig. 1%. In this latter view the apparatus is arranged as a continuous block system, while as shown in Fig. 14 it is arranged as a short independent system to simply protect the curved portion of the track.

In the form of my invention heretofore described the stop-boxes remain set onlyduring the rotation of the timing-disk. As I do not wish to be limited to this particular form of apparatus, I will now describe means whereby the apparatus may be held in its set position ahead of a train until released by the train itselt'.

Referring to Figs. IOand 11, it will be noted that on the main shaft 21 is secured a lock-actuating cam 68, against the forward edge of which bears the upward-exttmding arm (39 of an angle-lever (39". The rearwaI'd-extending horizontal arm of this lever carries a spring 70, which when the arm (it) is forced forward by the cam (38 forces upward a pivoted locking-bar 71. The rear end of this locking-bar in its upward position engages the. presserbar 3-!" and holds said bar in its rearward or set position, thereby preventing the spring from returning said bar to its normal position when the timing-disk has completed its revolution. Connected to the under side of this locking-bar near its rear end is a rod 72, whose lower end is connected to the inner end of a lever 73, the rear end of this lever projecting outside of the casing 1. Pivotcd within the casing adjacent to the forward end of the reciprocable push-barZ.) is an angle-lever 74, the upper horizontal arm of which extends outside of the casing and is connected by a wire with the outer end of the lever 73 of a stop-box on the opposite side of the track-that is, the angle-lever 74 of a \V. B. box is connected by the wire 75 with the lever 73 of the E. B. box on the opposite side of the track,as shown clearly in Figs. 12 and 13. The operation of this locking mechanism is as follows: ,When an E. B. box is setin motion by an approaching west-bound train, the locking-bar 71 of said E. B. box will be caused to move upward by the cam 68, and thereby lock the presser-bar in its rearward or set position and hold it there until the west-bound train reaches and actuates the W. B. box directly opposite the set E. B. box. \Vhen the reciprocable push-bar 29 of the W. B. box is forced forward, the wire 75 will be drawn up and the loeking-bar71of the opposite E. B. box withdrawn from the presserbar of said box by means of the lever 73, thereby permitting said presser-bar to be returncd to its normal position. On the outer end of the shaft 2 is a crank-arm T6. To this crank-arm is connected a wire 77, which extends back along the track and is connected to the outer end of the lever 73 of the box next in the rear and on the same side of the track. The purpose of this is to release the box in the rear and on the same side of the track when the train reaches the end of that block and actuates the mechanism of the box at that point.

I will now describe the application of my in vention to the protection of tracks crossing bridges. culverts, and similar structures. Referring to Figs. 17 and 18 of the drawings, it will be noted that stop-boxes are arranged on each side of the track at a suitable distance from the culvert or bridge, said boxes being placed in such position that a train approaching the culvert from either direction will be stopped should the culvert or bridge be broken or washed away. 1 accomplish this by mounting in the casing 1 one or more vertical setting-levers 78,(see Figs. 8, 9, and 10,) whose upper ends are in position to engage the forward transverse arm 79 ot' the presser-bar 34". To the lower ends of these lovers are connected the rear ends of springs 80, which normally force. the upper ends of the setting-levers into contact with the arm 79 ot' a m'esser-bar. Connected to each of these setting-levers above its pivot is a forward-extending rod 81. \Yhen the apparatus is set to protect a culvert or similar structure, a wire 89. is connected to the outer end of one of the rods 81 of each box and is carried across the. bridge and is secured by means of rods to the important timbers or other supports thereof, as shown clearly in Fig. 18. This wire is drawn taut to extend the springs and to hold the upper ends of the setting-levers out of contact with the presser-bar. The result of this is that should the bridge or culvert structure be washed away or any of the important su pports thereof be broken the wire 82 would be broken and the setting-levers connected thereto released, the springs 80 I l i causing said levers to force the presser-bars.

to their rearward or set positions. These levers will hold said presser-bars set until the wire 82 is again drawn taut and made fast after the structure has been repaired and the track is again in condition for traflic.

To provide means whereby the stop-boxes may be set from a distance by a person on the track and without releasing the timing mechanism, 1 secure a wire 83 (see Fig. 17) to one of the setting-levers 78 and carry said wire along the track the desired distance and connect it to one of the setting-levers 78 of a box placed at the opposite side of the track. This wire is drawn taut and is so secured as to maintain the setting-levers connected thereto out of contact with their respective prcsser-bars. Whenever it is desired to set the stop-boxes to prevent trains passing onto that portion of the track lying between them, this wire 83 may be broken and the setting-levers released to operate their respective presscr-bars. These setting-levers may be connected in a similar manner with suitable switch-levers or with semaphore-(merating meansand with other suitable signalin devices and be so arranged that when the switches are opened or the signaling means set to close a block or section of track or to warn an approaching train of danger the setting-levers will be released and the stop-box set to prevent an approaching train passing the signal or the open switch.

The first form of my invention described (see Figs. 3 and 6) is applicable to double-track railroads particularly and protects a train from a train following it for a given period of time-that is, during the rotation of the timing-disk. I will now describe my invention as applied to double-track railroads and designed to protect a train from a following train until the first train has traveled a predetermined distance and then releases the set stop-box at its rear. Referring to Fig. 24, it will be noted that the stop-boxes are arranged on only one side of the track. By reference to Fig. 25 it will be seen that the pull-bar 51 is extended rearward through the casing. In Fig. 24 a wire 84 is connected to the rear end of the pull-bar and is carried back and connected to the outer end of the trip-bar 64 of the next stop-box in the rear. The cam 66 of the trip-lair 6% is omitted from this bar 64" and a pivoted stop 85 is mounted on said bar in the rear of the arm 26 of the arresting-dog. The forward end of this pivoted stop 85 extends over the lug 67, so that when the arresting-dog is lifted bythe cam 28 the pivoted step will permit the lug 67 to pass upward, said stop dropping back into its horizontal position when the lug has passed beyond it. The pivoted stop will now extend under the lug 67 and prevent the arresting-dog dropping into the slot in the timing-disk. When the parts are in this position, the timing-disk will continue to rotate and the presser-bar be maintained in its set position by its cam until the pivoted stop has been withdrawn from the lug 67. When the train which actuated the mechanism and lifted the lug 67 above the pivoted step has reached the next box ahead, it first releases the pull-bar 51, as previously described, and permits the spring 86 to throw the same forward, the wire 8-L, connected thereto, drawing outward the trip-bar 64 until the stop 85 releases the lug 67, as shown in dotted lines in Fig. 25. The pull-bar 51 is then immediately drawn rearward by means of the reciprocating bar 46, as previously described,thereby permitting the spring 65 to throw the trip-bar 6i inward to its normal position, the pivoted stop 85 passing over the lug 67, as will be readily understood from Fig. 26. As soon as the lug 67 is released from the pivoted stop 85 the arresting-dog drops on the timing-disk and stops it through the medium of the arm 26 and fan 18 as soon as the slot registers with the finger 25. From this it will be seen that a passing train protects itself from a. following train until it has reached a predetermined distance from the set-box and that it will be impossible for a following train to pass the protected point.

In Fig. 10 one of the setting-levers 78 is shown held in its normal position by means of a padlock .86, which is connected to the wire 81. The purpose of this is to permit a person in the service of the railroad to unlock the lever and set the presser-bar whenever he may desire to do so. \Vhen it is desired to again return this setting-lever to its normal position, the door 87 of the small box secured to the outer side of the casing may be unlocked and opened and the wire 81 again pulled out and secured in its normal position by means of the padlock.

In Fig. 21 the wire 810i oneof the settinglevers is connected to a semaphore-operating lever 88 in such manner that when the semaphore is set the setting-lever will be released and the presser-bar moved to its set position. \Yhen the semaphore is dropped, the settinglever will he pulled out and returned to its normal position.

In Fig. 22 the rear end of the setting-bar is shown connected to a semaphore through a lever 89 and a connecting-rod 90 in such manner that when said setting-bar is moved rearward either by a setting-lever or the setting-cam the semaphore will be drawn upward.

In Fig. 23 oncot' the setting-levers is shown as connected to a switch through a lever 91 in such manner that when the switch is opened the setting-lever will be released and the presser-bar moved toits set position. \Vhen the switch is closed, the setting-lever will be returnedto its normal position.

In the arrangement of the apparatus shown in Figs. 27 and 28 a strong coil-spring 92 is connected to the forward end of a pull-bar 51,the other end of this coilspring being connectcd to a wire 93, which is carried to the next box ahead on the opposite side of the track and is connected to a short rod 94, whose inner end is connected to the settinglever 78 above its pivot. \Vhen the pull-bar 51" is drawn rearward, the wire 93 will extend the spring 80", connected to the lower end of the setting-lever T8", and maintain said lever in its normal vertical position. hen the ull-bar 51 is released through the medium of the hammer (31 and the release-bar 57, as previously described, thespring 80" will throw the upper end of the setting-lever rearward and move the prcsser-bar, as heretofore described. On the rear side of the setting-lever is a catch 95, which when the said lever is drawn rearward engages a corresponding catch on the forward end of one arm of an angle-lever 96. The lever by these interlocking catches is locked in its rearward position. It is obvious, therefore, that the subsequent rearward movement of the pull-bar 51", as previously described, cannot return the lever 78" to its normal position, but will extend the strong coil-spring 92.

(.Jonnccted to the lower end of the vertical arm of the angle-lever 9G is a short rod 97, whose other end is connected to one arm of an angle-lever 98, pivoted in the box. Connected to the outer end of the horizontal arm of this angle-lever 98 is a wire 99, which extends across the track, its other end being connected to the outer end of the horizontal arm of an angle-lever 7 t". The other arm of this angle-lever lies in the path of the push-rod 29", whereby when said push-rod is moved forward. as heretofore described, the wire 99 will be drawn upward and the angle-lever 96 in the stop-box on the opposite side of the track will be so moved as to release the interlocking catches and permit the setting-lever 78' to return to its normal position.

it will be readily UWlOI'HtOtXl that a train when passing one box will set the box ahead on the opposite side of the track through the medium of the wire 99 and the setting-lever ronneeted thereto and that said box ahead will remain locked in its set position until the actuating-train has reached the end of the block and operates the box located at that point, the movement of the push-rod 29" in this second box operating through the lever 74: and the wire 99 to release the apparatus in the box on the opposite side of the track and permit the extended spring 92 to return the setting-lever to its normal position. The spring 92 is stronger than the spring 80",

whereby when said spring 92 returns to its normal position it will extend the spring 80".

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a railway safety appliance, the com bination, of a device on the road-bed for actuating train-stopping mechanism on a passing train, means for holding it in an inoperative position, a setting mechanism adapted to be operated by the trains to be protected, and means adapted to be operated by the train to be stopped for bringing said road-bed device into operative position.

2. In a railway safety appliance, the combination, of a device on the road-bed for actuating the train-stopping mechanism on a passing train, means for normally tending to bring said device into operative position, means for holding it out of operative position, a setting mechanism adapted to be operated by the train to be protected, and means adapted to be operated by the train to be stopped to release said road-bed device through the medium of the setting mechanism and permit it to assume its operative position.

3. An apparatus for stopping railroadtrains comprising a train-stopping mechanism carried by a train, and an apparatus located near the track and adapted to be brought to its set position by a moving train and to be actuated when in its set position bya passing train to operate the train-stopping mechanism on the passing train.

4. An apparatus for stopping railroadtrains co'mprising,a train-stopping mechanism carried by a train, an apparatus located near the track and adapted to be brought to its set position bya moving train, and means for retaining said apparatus set for a period of time, whereby should a train pass and operate the apparatus while it is set the train-stopping mechanism on said passing train would be actuated.

5. An apparatus for stopping railroadtrains comprising a pressure-releasing mechanismcarried by a train, an apparatuslocated near the track and adapted to be brought to its set position by a moving train, and means for retaining said apparatus set for a period of time, whereby should a train pass and operate the apparatus while it is set the pressure-releasing mechanism on said train would be actuated.

An apparatus for stopping railroadtrams comprising a bral e-applying mechanism carried by a train, an apparatus located near the track and adapted to be brought to its set position by a moving train, and means for retaining said apparatus set for a period of time, whereby should a train pass and operate theapparatus while it is set the brakeapplying mechanism on said train would be actuated.

7. An apparatus for stopping railroadtrains comprisinga train-stopping mechanism carried by a train, an apparatus located near the track and adapted to be brought into its set position by a passing train, and means for retaining said apparatus set fora predetermined period of time, whereby should a following train reach the set apparatus the trainstopping mechanism on said train would be operated.

8. An apparatus for stopping railroadtrains comprising, a brake-applying mechanism carried by a train, an apparatus located near the track and adapted to be broughtinto its set position by a passing train, and means for retaining said apparatus set for a predetermined period of time, whereby should a train reach the set apparatus the brake-applying mechanism on said train would be operated.

9. An apparatus of the class described, comprising a pressure-releasing mechanism carried by a train, an actuating-arm located near the track and adapted to be depressed by the wheels of a passing train, mechanism on the road-bed for actuating the pressure-releasing means on the train, and means operated by the actuating-arm to bring said mechanism to its set position, and means for maintaining said mechanism in its set position the desired length of time.

10. Anapparatusoftheclassdescribed,comprising an actuating part adapted to be moved by the wheels of a passing train, an operatingarm normally held out of operative position, a tripping mechanism to release said operating-arm said mechanism being normally out of operative position, means set in motion by the actuating part for moving said tripping mechanism to its set position, said means maintaining the tripping mechanism set fora predetermined time and then releasing it, and means adapted to be operated by a passing train when the tripping mechanism is set to release the ODCl'lltlfig-lillll, means for moving said operating-arm into operative position, and a train-stopping mechanism carried by the train and adapted to be operated by the said arm.

11. Anapparatusoftheclassdescribed,c(nnprising a train-stopping mechanism carried by a train, a contact device on the. road-bed and adapted in its operative position to actuate the train-stopping mechanism on the train, said contact device being normally out of operative position, mechanism for bringing said contact device to its operative position said means being normally at rest or unset, means actuated by a moving train for bringing said mechanism to its set position, and means actuated by a passing train to bring the contact device to its operative position to permit it to actuate the train-stopping mechanism on the train.

12. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train, and two series of stopboxes located near the road-bed one of said series being adapted to be operated by trains moving in one direction, and the other series being adapted to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to be brought to its set-position by a train moving in the proper direction, and means connecting the mechanism of each stop-box to the next box ahead of the opposite series whereby the two boxes thus connected will be set simultaneously, and mechanism connected to said stopboxes whereby the train-stopping mechanism of a train passing either of said set boxes in the proper direction will be operated.

13. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train, and two series of stop boxes located near the road-bed one of said series being adapted to be operated by trains moving in one direction, and the other series bein adapted to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to be brought to its set position by a train moving in the proper direction, and means connecting the mechanism of each stop-box to the next box ahead of the opposite series whereby the two boxes thus connected will be set simultaneously, means for maintaining said boxes set for the desired length of time, and mechanism connected to said stop-boxes whereby the train-stopping mechanism of a train passing either of said set boxes in the proper direction will be operated.

14. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train and two series of stop-boxes located near the road-bed one of said series being on one side of the track and adapted to be operated by trains moving in one direction, and the other series being located on the opposite side of the track and adapted to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to be brought to its set position by a train moving in the proper direction, and means connecting the mechanism of each stopbox to the next box ahead on the opposite side of the track whereby the two boxes thus connected will be set simultaneously, means for maintaining said boxes set for the desired length of time, and mechanism connected to said stop-boxes whereby the train-stopping mechanism of a train passing either of said set boxes in the proper direction will be operated.

15. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train, and two series of stop-boxes located near the road-bed one of said series being on one side of the track and adapted to be operated by trains moving in one direction, and the other series being located on the opposite side of the track and adapted to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to be brought to its set position by a train moving in the proper direction, and means connecting the mechanism of each stopbox to the next box ahead on the opposite side of the track whereby the boxes thus connected will be set simultaneously, means for maintaining said boxes set for a predetermined time, and mechanism connected to said stopboxeswhereby the train-stopping mechanism of a train passing either of said set boxes in the proper direction will be operated.

16. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train, and two series of stop-boxes located near the road-bed one of said series being on one side of the track and adapted to be operated by trains moving in one direction, and the other series being located on the opposite side of the track and adapted to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to be brought to its set position by a :train passing in the proper direction, and

means connecting the mechanism of each stopbox to the next box ahead on the oppositeside of the track whereby the two boxes thus connected will be set simultaneously, and devices to simultaneously lock said mechanism set, and means in each box actuated by a passing train and connected to the locking mechanism of the adjacent box on the opposite side of the track and the next box in the rear on the samcsidc of the track to sinmltaneously release the. set mechanism in said boxes, and mechanism connected to said stop-boxes whereby the train-stopping mechanism of a train pass-.

ing either of said set boxes in the proper direction will be operated.

17. An apparatus for stopping railroadtrains comprising, a train-stoppingmechanism carried by a train, and two series of stop-boxes located near the road-bed-one of said series heing-on one side of the track and adapted to be operated by trains moving in one direction, and the other series being located on the opposite side of the track and adapted to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to be brought to its set position by a train passing in the proper direction, means connecting the mechanism of each stopbox to the next box ahead on the opposite. side of the track whereby the two boxes thus connected will be set simultaneously, devices to simultaneously lock said mechanism set, means in each box actuated by a passing train and connected to the locking mechanism of the adjacent box on theopposite side of the track to release the set mechanism in said box, and mechanism connected to said stop boxes whereby the train-stopping mechanism of a train passing either of said set boxes in the proper direction will be operated and said train stopped.

18. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train, and two series of stop-boxes located near the road-bed one of said series being on one side of the track and adapted to be operated by trains moving in one direction, and the other series being located on the opposite side of the track and adapted to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to be brought to its set position by a train passing in the proper direction, means connecting the mechanism of each stopbox to the next box ahead on the opposite side of the track whereby the two boxes thus connected will be set sinmltaneously, devices to lock the mechanism in the box ahead in its' set position, means in each box actuated by a passing train and connected to the locking mechanism of the adjacent box on the opposite side of the track to release the set mech anism in said box, and mechanism connected to said stop-boxes whereby the train st0pping mechanism of a train passing either of said set boxes in the proper direction will be operated and said train stopped.

19. An apparatus for stepping railroadtrains comprising a train-stopping mechanism carried by a train, a series of stop-boxes lo cated at one side of the tracle and separated a suitable distance from each other, mechanism in each stop-box adapted to be brought to its set position by a passing-train, means for retaining said mechanism in its set position, and devices connecting the mechanism of each stop-box with the mechanism of the stop-box next in the rear and operated by apassing train to release the mechanism in said rear box to permit it to return to its normal or unset position, and means actuated by a passing train when the stop-box mechanism is set to operate the train-stopping mechanism on said train.

20. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train, a series of stop-boxes located at one side of the track and separated a suitable distance from each other, mechanism in each stop-box and adapted to be brought to its set position by a passing train, means for locking said mechanism in its setposition, and devices connecting the mechanism of each stopbox with the locking means of the stop-box next in the rear and operated by a passing train to release the mechanism in said rear box to pernut it to return to its normal or unset position, and means actuated by a passing train when the stop-box mechanism is set to operate the train-stopping mechanism on said passing train.

21. An apparatus for stopping railroadtrains comprising, a train-stopping mechanism carried by a train, a pair of stop-boxes separated a suitable distance and located on opposite sides of the railroad-track, a contact device on the road-bed adjacent each of said boxes, said devices being normally out of op erative position, mechanism in each box for bringing said contact device into operative position,-said device being normally at rest or unset, and means connecting the mechanism of one box to the mechanism of the other and maintainingsaid mechanisms in theirnnset positions,means for moving said mechanism to its set position when the said connecting means is broken, and means actuated by, a passing train to move the'contact device into operative position when the mechanism in the stop-box is set.

22. An apparatus for stopping railroadtrains, comprising mechanism located ncarthe track and adapted to be brought to its set po sition by a moving train, mechanism for maintaining said apparatus set for a certain period of time and a motor for driving said setting mechanism.

23. An apparatus for stopping railroadtrains comprising, mechanism located near the track 'and adapted to be brought to its set position by a moving train, mechanism for maintaining said apparatus set for a certain period of time, a motor for driving said settingmechanism, and mechanism operated by a passing train to rewind said motor.

24. An apparatus for stopping railroadtrains comprising, mechanism located near the track and adapted to be brought to its setposition by a moving train, mechanism for maintaining said apparatus set for acertain period of time, a motor for d riving said settingmec'hanism, and mechanism for permitting said motor to operate for a predetermined time and for then stopping said motor.

25. A stop-box fora train-stopping apparatus, comprising, mechanism located near the track and adapted to be brought to its set position' by a moving train, a timing-disk, a means for rotatingsaid timing-disk, and means for maintaining the mechanism setduring the greater partof the rotation of the'timing-dislt.

26. Anapparatus for stopping railroadtrains comprising, mechanism located nearthe track and adapted to be brought to its set position by a moving train, mechanism for maintaming said mechanism set fora certain'period of time, a motor for driving said setting mechanism, a timing-disk-rotated by said motor, and means for iermitting said timing-disk to make'onc complete revolution and to then check the movement of said timing-disk;'

27. An apparatus for stopping railroadtrains comprising, mechanism located near the track and adapted to be brought to its set po sition by a moving train, means for maintaining said mechanism set for a certain period of time, a spring-motor for driving said setting mechanism, and mechanism operated by a passing train to rewind said motor, and means to prevent the overwinding of said motor.

28. In a stop-box the combination, of a rockshaft, an actuating-arm thereon to be depressed by the wheels of a train, a setting mechanism, a presser-bar adapted to be moved to its set position by said mechanism, means operated through the rock-shaft to release said setting mechanism, a valve-operating arm normally locked out of operative position, and means operating through the presser-bar to release the valve-operating arm should theactuating arm be depresssed when the prcsser-bar is in its set position. 4 t

29. In a stop-box, the combination of a rockshaft, an actuating-arm thereon adapted to be depressed by the wheels of a train, a presserbar, a setting mechanism to move said bar to its set position,'a timing-disk and means for rotating it, means for holding the presser-bar in its set position during a portion of the retation of the timing-disk, means actuated throughthe rock-shaft to release the setting mechanism, a valveoperating arm normally locked out of operative position, and means operating through the presser-bar to' release the valve-operating arm should the actuatingarm of the rock-shaft be depressed while the presser-bar is in its set position.

30. In astop-box the combination of a rockshaft, an actuating-arm'thereon, apresser-bar, a setting mechanism to move said bar to its set position, means for permitting said setting mechanism to operate for a predetermined time and to then arrest said mechanism, means for holding the presser-bar in its set position until the setting mechanism is arrested, .a

valve-operating arm normally locked out of operative position, and means operating through the resser-bar to release the valveoperating arm shouldthe arm on the shaft be depressed while the presser-bar is set.

31. In a stop-box the combination, of a rockshaft, an actuating-arm thereon, apresser-bar, a setting mechanism, a spring-motor for operating said setting mechanism, mechanism operated by the rock-shaft for winding said spring motor, said means consisting of a ratchet-wheel frictionally held on the springwinding shaft, and a pawl adapted to engage therewith to rotate the spring-winding shaft and to be operated by the rock-shaft, whereby the spring will be wound to the desired tension and the ratchet-wheel will then slip on its shaft.

32. lnastop-box the combinatiomofashaft, a n actuating-arm thereon, a presser-bar, a setting-lever for moving the presser-bar to its set position, means for holding said lever out of operative position, a valve-operating arm normally locked out of operative position, means operating through the presser-bar when it is in its set position to release the 'alveoperating arm, and means for releasing the setting-lever.

33. In astop-box the combination,of ashaft, an actuating-arm thereon, a presser-bar, a motor-operated mechanism for moving said presser-bar to its set position, a valve-operating arm normally locked out of operative position, means operating through the presserbar should the arm on the rock-shaft be depressed while the said bar is in its set position to relcasethe valve-operating arm, andmcans independentof the motor-operated mechanism for setting the prcsscr-bar.

' 34. In a stop-box the combination,of a shaft, an actuating-arm thereon, a presser-bar, a series of setting-levers for movingthe presscrbar to its set position, wires connected to said setting-levers and normally holding them out of operative position, and means whereby whenany one of said wires is broken orslacltened the prcsser-bar will be set, a valve-operating arm normally out of operative position, and means. operating through the set presser-bar to release the valve-operating arm.

3:). in astop-box the combination,ofa rockshaft, a presser-bar, motor-operated mechanism for setting said presscr-lair, means adapted to be operated by the rock-shaft to release said setting mechanism, a pull-bar, means op-' erated by the rock-shaft to draw said pull-bar rearward, means for locking said bar in its rearward position, a release-bar, a releaseeam to normally hold said release-lair out of operativeposition and to permit it to move rearward when the setting mechanism is re-' leased, .means adapted to be operated by the rock-shaft to cause the release-bar to release the pull-bar, a trip-bar to release the setting mechanism independently of the rock-shaft, a valve-operating arm, means for normally locking said arm out of operative position, and means adapted to be operated by a moving train to release said armwhen thepresserbar is set.

36. In astop-box, the combination of a rockshaft, a presser-bar, motor-operated mechanism for setting said presser-lmr, meansadapted to be operated by the rock-shaft to release said setting mechanism, a pull-bar, means operated by the rock-shaftto draw said pull-bar rearward, means for locking said bar in its rearward position, a release-bar, means to normally hold said bar out of operative position and to permit it to move to itsoperative osition when the setting mechanism is released, means to cause the release-bar to release the pull-bar, a trip mechanism to release the setting mechanism indepemlcntlyof the rock-shaft, a contact-arm and means operated through the rock-shaft to bring said arm to operative position.

37. An apparatus for stopping trains, comprising a pair of stop-boxes adapted to be lo cated a suitable distance apart, one of said boxes being operated by trains moving in one direct-ion and the other by trains moving in the opposite direction, a setting mechanism in each of said boxes, means for operating it, means operated by a moving train for releasing said setting mechanism, a presser-bar moved by said setting mechanism, a pull-bar, means operated by a moving train to draw said pull-bar inward, means to release the pull-bar when the setting mechanism is released, a trip-bar normally releasing the setting mechanism independently of the trainactuated means, and means connecting the pull-bar of one box with the trip-bar of. the other box, a valve-operating arm connected to each box, and means actuated'by a moving train when the presser-bar is set to bring said arm to its operative position.

38. In a stop-box, the combination of a prcsser-bar, motor-operated mechanism for setting said presser-bar, means operated by a moving train to release said setting mechanism, a pull-bar, meansadapted to be operated by a moving train to draw said pull-bar inward, means for locking said bar in its inward position, a release-bar, means to normally hold said release-bar out of operative position and permit it to move when the setting mechanism is released, means adapted to be operated by a moving train tocause the release-bar to release the pull-bar, a trip-bar to release the setting mechanism independently of thetrain-actuatcd means, a valve-operating arm, means for normally locking said arm out of operative position, and means adapted to be operated by a moving train to release said arm when the presser-bar is set.

39. In a stop-box, the combination of a presser-bar, motor-operated mechanism for setting said presser-bar, means adapted to be operated by a moving train to release said setting mechanism, and a locking mechanism operated by the setting mechanism to lock the presserrbar in its set position, a valve-operating means, means for normally locking said valve-operating means out of operative position, and means adapted to be operated by a moving train to release said valve-operating means when the prcsser-bar is set.

40. A train-stopping mechanism comprising, a pair of sto i-boxes adapted to be located near the rem -bed, one of said boxes being ada ited to be operated by trains moving in one t irection, the other to be operated by trains moving in the opposite direction, mechanism connected to each box and adapted to,be brought to its set position by a train moving in the proper direction, and means operated by said moving train to lock the mechanism of said box in its set position, and means connecting the apparatus of each box to the lock- IIO 

